Anti-skid means for automotive vehicles



March 3, 1964 D. KATZ ANTI-SKID MEANS FOR AUTOMOTIVE VEHICLES 7Sheets-Sheet 1 Filed Aug. 7, 1962 March 3, 1964 D. KATZ ANTI-SKID MEANSFOR AUTOMOTIVE VEHICLES 7 Sheets-Sheet 2 Filed Aug. 7, 1962 JiiyiZJNVZ'NTOR March 3, 1964 D. KATZ ANTI-SKID MEANS FOR AUTOMOTIVE VEHICLES7 Sheets-Sheet 3 Filed Aug. 7, 1962 March 3, 1964 D. KATZ 3,123,121

ANTI-SKID MEANS FOR AUTOMOTIVE VEHICLES Filed Aug. '7, 1962 7Sheets-Sheet 4 March 3, 1964 D. KATZ 3,123,121

ANTI-SKID MEANS FOR AUTOMOTIVE VEHICLES Filed Aug. 7, 1962 1 7Sheets-Sheet 5 j yz fi za Q (Pi 1T1 MF u M 5051 1 05 I Q E E1 @2 ,zaz rQT? FD in M4 $21 m/CZI Al} ffi l l// 1 l d i 1:1 QT"! ,,//F J T 1 March3, 1964 v KATZ 3,123,121

ANTI-SKID MEANS FOR AUTOMOTIVE VEHICLES Filed Aug. 7, 1962 7Sheets-Sheet 6 March 3, 1964 D. KATZ ANTI-SKID MEANS FOR AUTOMOTIVEVEHICLES 'Y'SheetS-Sheet 7 Filed Aug. '7, 1962 INVENTOR United StatesPatent Ofi lice 3,123,12l Patented Mar. 3, 1964 3,123,121 ANTI-SKIDMEANS FOR AUTOMOTIVE WHECZES David Katz, 5196 W. 35th St., Wilmington,Del. Filed Aug. 7, 1962, Ser. No. 215,416 11 Qlaims. ((Il. 152214) Thisinvention relates to anti-skid means for automotive vehicles whichtravel on wheels having pneumatic tires. It is an object of thisinvention to provide a novel means whereby to control the tendency ofsuch a vehicle toward skidding on ice or toward spinning its wheels in asnow bank, whereby to safely steer the vehicle on icy pavement and toenable its starting without difficulty in deep or fresh snow. A furtherobject is to provide means as aforesaid which are permanently attachedto the vehicle and which may be operated from the drivers seat, off andon, as need arises, without getting out of the car and preferably evenwithout stopping the vehicle. Other objects and achievements of thisinvention will become apparent as the description proceeds.

The customary method hitherto of combatting said skidding and spinningtendencies has been to put chains on the tires. This operation is notonly an arduous task, not achievable for instance by persons in poorhealth or when dressed in fine clothes, but is also a poorlycontrollable operation, inasmuch as the putting on of chains reqiiresstopping the vehicle in a safe place and the operators leaving his seatto perform the operation. As a result of this, chains are generally puton just once during each snowfall, or during each long trip. Should theroute take the vehicle alternately through areas which are covered withsnow or ice and areas which are clean and dry, the driver has to choosebetween and endure the lesser of two evils. Either he drives withoutchains, risking skidding or stalling in certain areas, or he puts themon and has a rough ride on the dry stretches.

Now, my present invention overcomes said evils by providing the vehiclewith permanently attached spinimpeding means which are normally out ofengagement with the tires but which are readily movable into operativeposition by cables, lever devices, electromagnets, pneumatic, hydraulicor other actuating means which are readily operable from the driversseat.

In general terms my novel device comprises a combination of severalsubsidiary mechanisms or means, each adapted to perform its own functionbut all cooperating together to achieve the summary goal of providingmeans controllable from the drivers seat for permitting travel on snowor ice. These several subsidiary means may be generally catalogued asfollows:

(I) Friction increasing means adapted to be moved into a position ofcontact with the ground, underneath the tire tread or in proximitythereto, whereby they will oifer increased resistance to uncontrollablewheel movement such as spinning or skidding. These means are intended tobe applied primarily to the tires of the drive Wheels (customarily therear wheels of a four-wheel vehicle) and to be applied thereto from theregion adjacent the inward face of each tire.

(ll) Clutch means for moving and holding said first means fast againstthe tire so that they will rotate with the latter, and means forreleasing said hold.

(ill) Means for returning said friction fingers automatically to aninactive, normal position, after said clutch means have been released,and

(IV) Means operable by the driver, without leaving his seat, foractuating said clutch means 11.

For further details, reference is now made to the accompanying drawings,in which:

FIG. 1 is a diagrammatic perspective layout of the complete system of myinvention, viewed broadside from a point outside the automotive vehicleand on the left side of it.

FIG. 2 is a top view, largely diagrammatic, of one corner of the layoutshown in FIG. 1, on an enlarged scale.

PEG. 3 shows in perspective and partly in section a portion of a typicalautomotive vehicle, embracing the left rear brake backing plate, aportion of the rear axle housing and of the main leaf spring attached toit.

PEG. 4 is a side view of one of the cleats used in building up the axlehousing, prior to mounting thereon the other elements of this invention.

FIG. 5 is a perspective view of the brake backing plate and axle housingafter building up.

PEG. 6 is a perspective view of one of the cleats placed around the axlehousing, after a surface finished sliding track has been attached to it.

FIG. 7 is a perspective, in vertical section, of the rear left brakebacking plate having attached thereto the circular grooved track plate115, according to this invention.

FIG. 8 is a front view of the master disk (clutch and friction plate)12%, of this invention, the view being taken rom a point near themidpoint of the rear axle facing the left wheel.

Fi 9 is a vertical view, partly in section, of the left rear wheel of anautomobile and an adjacent portion of the rear-axle housing, bearing onit an assembly of the essential elements of this invention.

FIGS. 10, 11, 12 and 14 are sections through disk 129 taken along linesllllll, l1ll, 12-12 and 14-14, respectively, of F IG. 8.

FIG. 13 is a detailed side view of one of the clutch and friction-fingerel ments carried by master disk 12% FIG. 15 is a front view of the nextmember of the assembly along the ale housing, looking from a point nearthe rear left wheel toward the diiferential housing.

FIG. 16 is a sectional view along line 16-l6 of FIG. 15.

PEG. 17 is a geometrical development of the cam-like rim of thehoe-shaped member in FIG. 15.

FIG. 18 is a front view of the pressure pan in my device, looking from apoint near the differential housing toward the left rear wheel.

FIG. 19 is a sectional view of the same member along lines T.9l9 of FIG.18.

FIG. 20 is a sectional view of a modified pressure pan that can be usedin this invention.

FIG. 21 is a side view in section of a modified frictionfinger andclutch unit for use in this invention.

FIG. 22 is a side view of a similar unit further modified.

P16. 23 is a vertical section of the upper portion of the rear leftwheel of an auto which is equipped with the modified form of the unitshown in FIG. 21, the entire assembly being in the inactive position.

FIG. 24 is a similar view showing the position of the assembly at thestart of action.

FIG. 25 is a side view of the assembly discussed under FIG. 23 (withparts broken away), looking from a point near the mid-point of the rearaxle toward the left wheel.

FIG. 26 is a section along lines 26-26 of FIG. 25.

FIG. 27 is a section along lines 27-27 of FIG. 25.

FIG. 28 is a top view of an assembly as shown in FIG. 24, suggesting oneform of layout for the fingers and cleats discussed under FIGS. 21 to27.

PEG. 29 is a top view showing another, optional form of layout.

FIG. 30 is an assembly of three side views (a), (b) and (c) of thefingers discussed in FIGS. 21-29, showing an optional mode of fashioningthe tops of the cleats.

FIG. 31 is a vertical view, partly in section, of a modification of thisinvention, wherein the mode of mounting circular track 115 isindependent of the brake backing plate.

FIG. 32 is a vertical view of a portion of the rear axle housing andleft rear brake backing plate, illustrating a method of relocating theemergency-brake cable, to enable the further modification of thisinvention according to FIGS. 33 to 38 which follow.

FIG. 33 is a vertical view, partly in section, of the rear axle housingand left rear tire, showing a modified form of this invention.

FiG. 34 is a detail, in vertical section, of member 23th shown in dottedlines in FIG. 33. The section is taken along line 34-34 of FIG. 36.

FIG. 35 is a side view of plate 232, looking to the left of FIG. 34.

FIG. 36 is a rear view of member 23%, looking toward the left in FIG.34.

FIG. 37 is a vertical section of assembly 235 (shown in FIG. 34), takenalong line 37-37 of FIG. 36.

FIG. 38 is a top view of a modified form of metal plate 153 of FIG. 1.

FIG. 39 is a section along lines 39-59 of FIG. 35.

FIG. 40 is a diagrammatic layout as in FIG. 1, showing a modified formof the means operable by the driver for actuating the spin-impedingmeans of this invention.

FIG. 41 is a view in vertical section of a modified form of thefriction-increasing means according to this invention.

FIGS. 42 and 43 are sirnilar views of another modification of saidmeans, FIG. 42 showing the inactive position and FIG. 43, the positionat the start of action.

FIG. 44 is a front view of a master disk according to FIG. 35, lookingaxlewise toward the wheel, but modified to show still another form offriction-increasing means according to this invention.

FIG. 45 is a perspective view partly in section of the rubber capemployed as friction-increasing means in FIG. 44.

FIG. 46 is a vertical section through the upper part of the master plateof PEG. 44, showing a modified manner of supporting the rubber capthereon.

Taking up now the drawings in detail,

FIG. 1 shows generally and in symbolic style one, wholly mechanical,practical form of this invention. An automobile, designated generally bythe numeral 1%, has its body and frame removed. We therefore see itsrear axle housing 102, passing through the differential housing 153, andbearing on each side of the symmetry line 161 leaf springs 1114 andwheels 165, whose tires 106 are shown in horizontal section. The wheelsalso bear the customary hub caps 1137 and brake backing plate 108. Fromthe latter, in turn, cables 169, which serve to operate the parkingbrake, run toward the front of the car.

By this invention, a clutch disk 12?) is mounted rotatably in the grooveof a stationary disk 115 afiixed to each brake backing plate in such amanner that the clutch disk can revolve freely around said disk 115without interfering with the parking-brake cables 1139. Further alongthe axle inwardly (i.e. toward the axis of symmetry) is mountedslideably (on each side) a circular pressure pan 1311, whose transverserim 131 can be made to press against elastic outer member 165 mountedalong the rim of clutch disk 120, whereby to press faces 153 of thesememoers against the sidewall of the adjacent tire. This action compelsdisk 120 to revolve with the tire, carrying along with it frictionfingers 165 which are now pressed against the tread of the tire by thesame action of pressure pan 131). In this fashion, the friction fingersreach the bottom and become interposed between tire tread and snow (orice) once during each revolution.

To move each pan 130 into pressure asserting position, a spring 149 ismounted on the axle housing so as to span and clear the cars leaf springattachment. Spring 140 is shown as a single leaf-spring in FIG. 1, butmay also consist of an assembly of 2 or 3 springs spaced convenientlyaround the axle-housing, as in FIG. 2, to equalize the pressure on thehub of pressure pan 139 and, through it, on master disk 12%. Thesesprings may also be of coil form or any other form which by itself orjointly with suitable braces is adapted to transmit pressure engthwiseof the car axle while clearing the leaf spring suspension braces.

The inward end of spring 140 is attached to or acted upon by the end ofa lever assembly, which is operated by the driver from his seat throughlever 151, which is hinged at 152 (on a pivot afiixed immovably to somestationary part of the vehicle). In passing through the floor, lever 151passes through a metallic face plate having a Cshaped groove 153, sothat it may be locked in position at either end of its displacement, bythe driver. A spring, not shown, may be provided to assist in holdingthis lever locked in the upper or lower of these two positions until thedriver chooses to work the lever. Pivot 154 near the end of the lever151 pushes a pipe (or unbendable rod) 155 through lubricated guidechannels 156, 156, toward the rear of the car. In the vicinity of therear axle, pipe 155 is provided with suitable side arms 157, 157, one ofwhich exerts a thrust (rearward with respect to the body of the vehicle)against arm 158a of a bent lever 158 on the left side of the axis ofsymmetry, and one, against the arm 159a of a similar (but larger) leveron the right side. Arm 153a is bent downwards at 159d, to clear thehousing of the transmission shaft. The two arms 15% and 15% of lever 159are in the same proportion as those of lever 158, so that the pressurestransmitted and the distances through which arms 15% and 15312 moveshall be the same.

t will be clear, of course, that guide channels 156, 156 and pivots 158sand 159s are affixed immovably to some part of the car which isstationary with respect to the rear axle, for instance, thetransmission-shaft housing, the frame or the underside of the car floor.If they are attached to the frame or car floor, provision will, ofcourse, be made for free vertical movement of the pipe inside its guidechannels (which would then have the shape of vertical slots) as theframe or body itself rocks vertically on the car springs. Alternatively,provision for free vertical displacement may be made at the points whereside arms 157 of rod 155 come in contact with lever arms 158a and 159aor where lever arms 158i) and 15% are connected to springs 140.

Spring 14%) bears a restraining brace 141 (FIG. 2) so that its range ofexpansion can be adjusted, whereby it will transmit pull from the leverassembly (as lever 151 is put into the inactive position of itsC-groove) to pressure pan 130, to provide thereby a clear gap 139between the transverse rim of the latter and rollers 161 when the systemis not set for operation.

In View of the complexity of any drawing showing the assembledmechanism, as in FIG. 2, further details on its construction can best belearned by tracing the assembly operation step-by-step, as shown inFIGS. 3 to 20.

In FIG. 3, which shows the left rear brake backing plate 1418 togetherwith a portion of the rear axle housing 102, we see a portion of atypical automobile structure, before any parts of this invention areapplied to it. It will be noted that the axle housing (in addition tohaving normally an unfinished outer surface) is generally loaded withvarious attachments, such as car spring 164 and brake-fluid conduit1432a, which would interfere with the sliding of any contemplatedmechanical elements lengthwise of the axle. Therefore, the first step inassembling my invention is to build up this portion of the rear axlehousing by encircling it with a plurality of spaced, hard rubber or woodcleats 111 as shown in FIGS. 4 and 5.

Each cleat 111 is provided with shoulders 111a or grooves 111b aroundwhich metal straps or wires may be wound, whereby to fasten the assemblyof cleats secure- 1y to the axle housing. As shown in FIG. 5, the cleatsare spaced so as to shun obstructing elements (such as hydraulic conduit1112a) fastened to the housing; and in addition, each cleat is notchedon the underside (as at 111a in FIG. 4-), in individually suitedlocations, to jump across such obstructions where necessary.

Each cleat may now be covered on top with a suitably arcuated metallicplate 112 (FIG. 6), whose outer surface is properly finished off toprovide a smooth, sliding track capable of being lubricated. Theseplates may be united and further fastened in place by running around thewhole plurality of them suitably countersunk metallic bands or wires, soas not to interfere with their smooth sliding surfaces.

A similar set of circumferentially spaced cleats and sliding plates maybe provided (if needed) in the section of the axle housing betweenleaf-spring 11M and differential housing 193.

The next step in the assembly is to fasten to the brake backing plate198 a circular grooved track 115 as shown in FIG. 7. This track ispreferably made up in two halves, so that it can be ailixed to the backplate 1118 (by means of countersunk screws 115a) without taking thewheel and backing plate 01f the axle. (When my invention is applied toan automobile while the latter is being assembled in the manufacturingplant, this special provision is, of course, not necessary.)

Next comes the main operating plate or master disk 1211, which isdetailed in FIGS. 8 to 14. Disk 12!} is cut out in the center to providea circle of sufiicient width to enable the disk to be mounted revolvablyin the groove of stationary disk 115. To assist in free rolling, smalldisk wheels 121 are mounted on one face of disk 1211, as shown in FIGS.8 and 10. It will be noted that the Wheel disks 121 protrude slightlybeyond the inner circular edge of disk 120, so as to prevent the latterfrom making contact with the bottom of the groove in disk 115.

The lower edge of disk 12% in FIG. 8 is Weighted, as by arcuate massiveprotrusion 122; this serves to bring disk 120 into the position shown inFIG. 8, when it is free to revolve.

Disk 12% has 3 outward brims or extensions 1219a, 12% and 12110, each ofwhich carries bent metallic ribbon springs 160, of configurations asshown in FIGS. 11, 12 and 13. Spring lda (FIG. 12) is a U-shaped member,one leg of which is attached immovably to brim 1219a, while the otherleg is somewhat extended and carries on one side a roller 161, and onthe other side, a little higher up, a friction pad 163. Roller 161 issituated in a position to receive the pressure of rim 131 of pan 1311when the latter is moved in toward the wheel by the action of leverassembly 151159. Friction pad 163 is situated in a position to contactsidewall 1%:2 of the tire. Spring 196E) (FIG. 11) is of essentially thesame design as 15%, but carries further a spring 162 which is designedto engage a notch in stationary hoe-shaped member 179 (to be describedbelow) for the purpose of locking disk 12%? in the upright positionshown in FIG. 8, when said disk is in its inactive position. Member16130, shown in detail in FIGS. 9 and 13, also has its basic portion ofessentially the same design as member 1630, but the friction pad 163which it carries extends outward far enough to reach past a the midpointof the tire sidewall 196a. Friction pad 163 may be for instance a pieceof leather or hard rubber, or a pad of rubberized fabric. vVhen rim 131of pressure drum 13$ presses against rollers 161 (of all elasticU-shaped members), each friction pad presses against the side Wall ofthe tire, and acting as a clutch it compels main disk 12% to rotate withthe tire.

On the opposite face of said extension of spring 16 3c is attachedanother U-shaped spring 16 1, whose free leg extends outwards and bendsconsiderably over the upper tread of tire 1126. This spring carries atits free end a friction finger in the form of a roller, cleat or pad165, which again can be made of hard rubber, fabric-reinforced rubber,rag material, door-mat material, wood or may 6 even be a segment of ametal chain, and may be serrated, notched, spiral-grooved, or roughenedin any desired manner, whereby to cause considerable resistance tosliding on ice or in a snow pile, when it comes between tire tread andground.

Spring 1m and its extension are designed so that the friction-pad 165normally hangs in cantilever fashion over the top of the tire withouttouching it. When, however, pressure is applied against rollers 161sufdcient to initiate clutch action at friction pad 163, member 165 islikewise c rried forward and bends over to the point of resting againstthe tire tread surface. ing over, a third spring member 166, made ofthicker or stiffer spring material than member 164, is also attached tothe free-end extension of spring 1690, so as to push member 16 1 forwardand downward with a positive force, to insure contact with the tiresurface.

Spring member 166 may carry a roller 167 for contact with a second rimon pressure disk 130, concentric with rim 131, as will be describedfurther on.

It will be noted that while there is (or need be) only one each ofspring members 160a and 16%, there is a plurality of spring members1530, say five, seven or more, each carrying a friction finger 165, andthe assembly spreading out over an angle of about to 150 of thecircumference of disk 121 Disk 1223 will again have to be made in two(equal or unequal) halves, to be joined together in any convenientmanner after being put in place in the groove of disk for instance bymeans of bolted lateral lugs as shown at 123 in FIGS. 8 and 14.

Next in the line of assembly on the axle housing is a stationary partialdisk 179 (FIGS. 15 and 16) bearing in hoe fashion a transverse blade 172along its free edge. This blade, developed on a plane surface in FIG.17, acts like a cam to guide elastic end 162 of the spring shown in FIG.11 and to trap it eventually in groove 173, whereby to lock the entiredisk 12 with its attachments in its position of rest, which is theposition shown in FIG. 8. But when rim 131 of pressure pan 130 ispressed against roller 161 of FIG. 11, free end 161 is dislodged fromits groove, and disk 129 becomes free to revolve in the groove ofstationary disk 115. It will be noted that the hub of member 171) issplit in halves (joinable at 174) for mounting, and that it ispositioned at an angle so as to be symmetrical with respect to theposition of exension 1262; on disk when the latter is in its position ofrest.

Next in line of assembly is pressure pan 139 with its rim 131, shown inFIGS. 18 and 19. This pan is mounted to slide along the axle housing butnot to rotate. Hub 132 terminates in flange 133 to receive the pressurefrom spring 141) (FIG. 2). A hole 134 may be cut out in disk 139 toallow undist rbed passage to emergencybrake cable 109, if need be. Insuch event, the separation line 13311 of member 131 for mountingpurposes is preferably run through the area of hole 1134 (HS. 18).

For similar purpose the back wall of member 170 in FIG. 15 is indenteddeeply at its shoulders 175, and may be furtner provided with a cut-outpocket 176, necessary. (It will be understood that the location anddirection of said cable, as well as of any other obstruction along theaxle housing, will vary from one make of car to another. T erefore, onlygeneral provisions can be made here, and the precise layout of eachmember of the assembly of this invention will have to be designedspecifically for each make or model of auto vehicle.)

In FIG. 20, an optional two-rim form of pressure pan is illustrated. Theextra rim 136 is intended to press upon rollers 167 of members 1660 inFIG. 13. Moreover, while mounting both rims 131 and 136 to the samebacking plate 131) is a feasible alternative, FIG. 20 suggests apreferred design, wherein each rim is carried by an independent backplate. Moreover, between plate 135 which carries the now inner rim 131and plate which carries the outer rim 136, light springs 137 are Toassist in bendprovided. The result is that as pressure pan 13%} moves intoward the tire, rim 131 will first contact and press upon roller 161;then springs 137 will begin to compress and rim 136 will move forward topress upon roller 167 of FIG. 13. Consequently, a very brief timeinterval is introduced between the instant when clutch pad 1&3 comes incontact with the tire side wall (FIG. 9) and that when friction fingers165 come down to rest against the tire tread.

Following the pressure pan, comes spring 140 (FIG. 2) which may consistof one, two or three ribbon springs distributed around the axle housingin a fashion to span any obstacles which intervene between their endpoints. When the assembly is at rest, one end of each spring 149 iscontiguous to the face of flange 133 of the pressure drum (FIG. 19). Thespring may be spaced off a minute distance from this flange or may touchit but without pressure, this effect being achieved by the aid ofadjustable restraining brace 141.

The other end of each spring 14% is contiguous to (or may be physicallyconnected to) the free end of lever arm 15Sb (FIG. 2), which may beforked and bent around the axle housing to facilitate contact with eachof the springs 140 when there are more than one. But when said lever armbegins pressing on the ends of springs 140, the latter move promptlyinto pressing contact with flange 133, and start pushing drum 13% towardthe wheel, it being understood that restraining strap 141 (being of aswivelling turnbuckle type common in screen doors of houses) permitsfree contraction of spring 14% but not expansion beyond a predeterminedspan.

The description above dealt specifically with the assembly for operatingon the left rear tire. It will be understood that the assembly for theright rear tire con sists of elements which are built on the sameprinciples but are essentially mirror images of those used for the leftside, except where due to local conditions slight modifications may beneeded to clear some special obstacles. An illustration is lever 15?,whose arms a and b must be larger than (but in the same proportion as)those of lever 153, and which must have a depression d in arm a, to getaround the drive shaft housing, because it is not convenient to locatesliding pipe 155 exactly along the line of symmetry of the vehicle.

The operation of the entire device will now be readily understood. Ifthe driver wants to start from snow covered ground or if whiletravelling he is approaching a snowy or icy patch of pavement, he pullslever 151 (FIG. 1) and locks it in the lower horizontal bar of C- notch153. Pipe 155 then operates levers 158 and 159 whereby the springs 140on both sides of the differential housing contract and press, throughthe respective pressure members 139, against the elastic U-shapedsprings of the master disks 12d, and couple clutch pads 363 with therespective tire side walls. Disks 129 then start revolving with the rearwheels, while friction fingers 165 (simultaneously or immediatelyafterwards) bend down into contact with the tire treads. As thesefingers reach the nadir of their revolution, they come between tiretread and ice (or snow) and act as ordinary antiskid chains to retard orcompletely eliminate idle spinning of the wheels.

When the vehicle has reached clean, dry pavement, where chains would nolonger appear necessary, the driver moves back lever 151 and looks it inthe upper bar of C-notch 153. This releases the pressure from elasticmembers 16%, b and c, and the free ends of the latter spring back,disengaging clutch pads 163.

The sudden release of all strained spring members 16%, 16% and 16th:will in most cases be sufiicient to push back the pressure pans 135 andthrough them also springs 149 and levers 158, 15% to their neutralpositions. But if desired, relatively weak springs (not shown) may beprovided along the axle housing to assist in this return movement of theseveral slideable elements of the assembly. (Compare spring 239 in FIG.37.)

If at the moment of pressure release master disk 129 is not in thevertical position shown in FIG. 8, the inertia of weight 122 willcontinue its rotation until elastic spur 162 of member 16% (FIG. 11)engages the edge of cam 172 on member 17% (FIGS. l5l7) and falls intonotch 173, thereby locking disk assembly against further rotation. Thedevice is now in a position for renewed application.

in FIGS. 21 to 27 a modified form of this invention is shown wherein theclutching action and the frictionfinger action are combined in the sameunit and the latter is of a hydraulic nature.

In FiG. 21 is shown a completely sealed, partially bent, elastic tube291, having a vertical bulb portion 202 from which it tapers to arelatively narrow diameter at the opposite end, and being filled withsome unfreezable liquid (such as alcohol or glycol) which is notinjurious to the material from which the tube is made (say, natural orsynthetic rubber). The tube is protected by a vertically extendingribbon 293, which is made of heavy canvas or rubberized fabric and isslightly wider than the tube. Said ribbon may be U-shaped, to encirclethe bottom of the tube as shown in FIG. 21, or it may consist ofseparate lower and upper strips 2%(1 and 20%. The upper, tapered portion264 or" the tube is bent toward the horirental, and contains flexiblefolds or creases 205 which run transversely of the tube. The lower faceof portion of 294 is cemented throughout, in creased condition, to can-.vas strip 2 l3a, and therefore cannot expand. The top of portion 284 iseither altogether free or is cemented to canvas strip 2%]; at pointsintermediate the creases 205 only. Canvas strip 293!) itself is providedwith expandable folds 2536, spanning the rubber creases. Accordingly,the top side of portion 2%4 of the tube is free to expandlongitudinally. (The same effect may be achieved without creases, bycasting the tube initially with a massive dorsal wall 202:; but arelatively thin and flexible back Wall 2021) as shown in FIG. 22. Also,the upper portion of the protective canvas strip 263 may be made ofaltogether disjointed strips 268, as shown in the same figure.)Accordingly, if pressure is applied against bulb 2G2 whereby to forcepart of its liquid into the upper portion of the tube, the creases inthe latter will tend to unfold to accommodate the incoming excessliquid. But because only the upper portion of each crease can unfold (oronly the upper wall of the tube in FIG. 22 can yield), the result willbe an automatic bending of the finger downwards.

As shown in FIGS. 23 and 25, a plurality of such fingers are supportedopposite the tire wall (in the upper portion of the tire) on individualmetal members 211 which are hinged at 212 to brim 1200 of disk 12% (FIG.8), in lieu of the elastic metallic members shown in that figure. Aspring 2.13 holds each member 211 against a fixed support 214, when theentire device is in position of rest. In this position, the bulb portionof tube 291 (and its protective canvas) is slightly spaced off from thetire wall 106a. But when rim 131 of pressure pan moves in against roller161, the upper portion 211a of member 211 (which is tall and broadenough for this purpose) moves finger 201 into contact with tire wallltla and presses against the entire vertical area of bulb 292, achievingthereby two results: The body of the bulb portion, through itsfrictionsurfaced, canvas protecting layer, acts as a clutch against theface of tire wall 106, and upper portion 294 bends down, fingerwise, andrests firmly against the tread of the tire, as shown in FIG. 24.

To further protect tube 294 against wear and to achieve a better biteinto the snow (or a better grip on ice) cleat members 2&7 made, say, ofhard rubber, or yarn-reinforced, tire-sidewall material, are secured tothe canvas portions 2% in FIG. 22, or between the folds of canvas 263 inFIG. 21.

The cleat members themselves are discussed with greater detail in FIGS.27 to 30.

The side faces of the cleat may be vertical, or they may be madeoverhanging, as shown at 267a in FIG. 27, to increase their bite andtheir resilient resistance to skidding.

The number of cleats as well as their width may be varied from onefinger to the next, as shown in FIGS. 28 and 29. (The length and heightof each cleat may also be varied, leading up perhaps from a relativelylow or medium height at the edges of the pattern to a maximum height atthe middle.) Or the cleats may be staggered, with or without long blanksfrom one to another 01 the same finger, as shown in PEG. 29.

Gr again, the top 2373; of each cleat may be made slanting and thedirection of the slant may be reversed from one finger to another, asshown in PEG. 30, which incidentally is not a top view on the assemblyof fingers but rather three side views (a), (b) and (c) of threeadjacent fingers.

As will be understood, many variations and modifications in the aboveembodiment of my invention may be made while retaining the basicprinciples thereof. Thus, in lieu of the lever assembly l52ll5,hydraulic or other means producing the same edect may be employed.

In lieu of affixing circular track disk 115 to the brake backing plate,it may be mounted on an independent steel plate fastened imniovably tothe axle housing, in the vinciity of the brake backing p ate, as shownfor instance at the in PEG. 31. It will be noted that the inner diameterof track disk M5 is made large enough to get around the emergency-brakecable 339, so that master disk 12% (and any attachments which it bears)may revolve freely in the grooved track 115 without tangling with orobstructmg the action or" said cable.

The problem of clearing the emergency brake cables can be eliminatedaltogether by relocating the same, for instance as shown in 32, whereincable It? is redirected by pulleys l to run along the axle housing(beween cleats ill of 5) and then vertically along the rake backingplate. Such relocation is particularly convenient in the initial designand assembly of the automotive vehicle, and when thus achieved it offersa valuable opportunity or" further modifying and simplifying the(law/1C5 of this invention. Such a modification is shown in PEGS. 33 to38.

This modification comprises first of all a hub 228 rotatable freely onthe built up (and smoothened) axle housing 1G2, and separated from brakebacking plate 1% by stationary collar 222, affixed to the axle housing.On the opposite face thereof, hub 22% abuts through rollers or ballbearings 224 against a stationary collar 223 afiixed to the axlehousing.

The outer circumferences of members 229 and 223 are finished off to thesame height, so that cylindrical member 23% (of PEG. 34) can slidefreely over the two of them. But on the end facing the backing plate,hub 22%? bears a sturdy flange 221 whose rim 225 is inclined rearwardsto provide an easy, sliding surface for a catch hook 235 to be describedbelow.

Surrounding the combination of members 22-3 and 223, but situatednormally in a retracted position, as indicated by the dotted lines inPEG. 33, is a master disk and hub 23%, shown in EEG. 34. it compriseshub 233 of a diameter just fitted for easy sliding over members 22% and223. On the end facing the tire, it carries a sturdy disk plate 232,essentially as shown in FIG. 35, and corresponding in function andattachments to disk plate 124 of P16. 8. It carries on top (in theposition of rest) clutch-andfriction fingers 2-31, say, of the hydraulictype shown in FIG. 23; on the bottom it carries a weight 122 (as in PEG.9), and on the sides below the midpoint it carries U- shaped elasticclutch membe s 1623a and 16015 as shown in FIG. 39.

Hub 233 of member 233, shown in section in FIG. 36, is made in halves,fastened together at 233a, and possesses two (or three, if desired)grooves 234 in which are hinged (at 236) catch hooks 235, which areurged into their locking positions by springs 237. The head of eachcatch hook 235 protrudes beyond the face of plate 232 and is situated toslip over slanting rim 225 of the flange of member 229. Thus, whenassembly 239 is driven in by a substantial force from its dottedposition in FIG. 33, towar backing plate hooks 235 will lock onto flange221 of rotating member 22% and, while pressing tube 231 against tnesidewall of the tire, they will exert a back thrust through rollerbearings 22 against the face of stationary collar 223. At the same time,tube 291, acting as a clutch, will cause the plate 232, hub 233 androtating member 229 to rotate, as a unit, with the tire.

The necessary force may be applied by an electromagnet or by a leverdevice pressing ring 246, through jointed or fixed levers 241 againstthe back of plate 232. When it is desired to discontinue the action offingers 2%, the lever (or electromagnet) device is reversed so as toexert pull on ring 240. The latter, slipping back over hub 233,depresses the tails of catch hooks 235, causing disengagemerit of thelatter from the flange of member 2243. The pressure of the tire sidewallagainst clutch tubes 2M will in many cases be suificient in itself todrive back the assembly 23%, but this action may be augmented by furthermodifying hub 233 as shown in HG. 37, wherein additional grooves 233 aremade on the underside of the hub, open at the end facing the wheel butclosed at the opposite end, in which grooves springs 239 are located.

As hub 233 withdraws while ring 24% stands still (in its withdrawncondition) catch members 235 are released for renewed action uponsubsequent pressing'in of assembly toward the tire. Also, weight 122acts to return plate 232 to its normal vertical position, and when thelatter is reached, a small projection 23311 falls into a depression 242ain a stationary collar 242 afiixcd to the axle housing, and locksassembly 23323Z against further movement until willin ly actuated by thedriver.

Such actuation, as already mentioned, is effected by pressing ring 24%against plate 232, by the aid of levers 241. The latter may be actuatedby a lever system as shown in FZGS. l and 2 (omitting spring 14%), butin this case it is preferable to modify the metal plate 153 (in thefloor of the car near the foot of the driver) to have notches as shownin FIG. 38. Instead of being completely 0- shaped, with transversenotches 1553b and 1530 running transversely from the vertical notch153a, the latter is now Xtended downwardly a slight distance below 153aas shown at 153d.

When the driver desires to set the anti-skid system into operation, hepulls down toward himself lever 151 (of FIG. 1) all the way to point153a, and as soon as he feels that the clutch action of plate 232 hasbeen initiated, he withdraws the lever slightly and locks it in notch153a. The object of this is to insure that sufficient pressure isinitially exerted by the driver to cause catch books 235 to slip overflange 221 of FIG. 33. iiut as soon as this is accomplished,non-rotating pressurering 24b is Withdrawn slightly, to avoid needlessfriction and wear against the back of plate 232.

in most automobile type vehicles, the rear wheels are partly covered byfenders 252 which extend upward and inward into the body of the car,forming a sort of hood over each wheel (FIGS. 2 and 9). It will be notedthat the apparatus of this invention is designed so that those partswhich have a considerable extent in a plane parallel to the plane of thewheel (for instance, masterplate 129 and pressure pan 13%) are placedclose together and close to the face of the wheel, so that they will fitinside said hood 252, while the hub of member 130 runs closely to theaxle housing and can be operated through springs and levers locatedoutside said hood.

The weight 1 2 on plate 12% and 232 (FIGS. 8 and 35) may be replaced byany desirable combination of springs or electromagnets which willachieve the same result, that is, bring these plates back to verticalposition after their clutch engagement with the tire has been broken.Further- 3 l more, such devices may be omitted altogether if plate 126or 232 is made massive enough to continue rotating by inertia untilspring 162 (FIG. 11) or projection 2331: (FIG. 37) has found its lockingdepression.

Pressure pan 130 (or 135) may be provided with an arcuate lug 133concentric with rim 131 (FIG. 9), whereby to dislodge spring catch 162from its locking position and prevent its reentry into this position aslong as pressure pan 130 (or 135) occupies its forward (operative)position. Spring 162 itself may then be provided with a roller 162a(FIG. 11) to slide over said lug 133 easily as plate 121) revolves withthe tire.

Pipe or rod 155 may be made of jointed segments, to enable it to flex ina horizontal plane if need be (as the vehicle executes a right or leftturn), or in a vertical plane (as the frame rocks on the car springs). Mreover, pipe 155 may be replaced altogether by a tension member, forinstance a system of cables 255, 256 (as shown in FIG. 40), running oversuitably placed pulleys 257, 258 and 259 and whose ends Wind aroundeccentric ovals 26%, whereby to exert pressure against plates 261 aspulley 255 is pulled forward. Plates 261 in this figure may representthe inner ends of springs 14%) in FIGS. 2 or the flanges of rings 24% inFIG. 34. Spiral springs (not shown) centered on the pivots of ovals 261are then provided to return said ovals to their inactive position whenthe tension on cable 255 is relaxed.

In this case, of course, the positons of pivots 152 and 154 of FIG. 1are reversed, the upper pivot being now made the stationary pivot, whilethe end of cable 255 is attached to the lower pivot, which is nowmovable.

While the several modifications discussed hereinabove have frictionfingers of types which actually inteipose a friction element between thetire and the ground once during each revolution of the wheel, and whilesuch construction may have the advantage of being positive in action andeffective in essentially all conceivable conditions (snow, ice,water-wet pavement, etc.) my invention may nevertheless be constructedwith a simplified type of friction device, wherein the increasedfriction is created not exactly under the tread of the tire but in aline running parallel thereto. Several such modifications are shown inFIGS. 41 to 45.

In FIG. 41, 232 is rotatable plate of the same type as used in FIGS. 33to 35. It carries a clutch device 1&3 (rubber pad or liquid tube) on theside facing the the Wall 1060. But in lieu of the friction fingerconstruction used in FIG. 34 (or 23), the plate here bears members 301,each of which comprises an oblong, radially disposed, hollow metal tubecontaining spring 3132, in which is yieldingly supported a frictionfinger having a friction cap 31b3, shank 304 and shoulder 395 bearingagainst said spring. Friction cap 303 may be made of aluminum, Wood,rubber, or any elastic, drag resisting material and shank 334 isthreaded at the end and bears a tension nut 31%. Normally, cap 303 willbe substantially flush with the outer diameter of the tire or willextend slightly (say A to 1 inch) above it. As the tire reaches thenadir of its revo lution, it flattens and its outer diameter decreases.Therefore, cap 303, whether originally flush with the tire or extendingslightly beyond it, will (if the plate is coupled to the tire wall) biteinto the snow or icy surface, receding as necessary, against the actionof spring 302, and the friction thus produced will have a retardingeffect on the tendency of the wheel to spin.

In FIGS. 42-43, the same effect is produced by providing the plate withradially extending tubes filled with a liquid and which combine thefunctions of clutch device and friction finger, on the same principle asin FIGS. 21 to 24. But instead of having a portion bending over thetread of the tire, tube 311 here is relatively straight the radialdirection of the plate) and ends on top in a dilatable portion 312,which is capped by an indented rubber cleat or crown 313. As plate 232is pressed against the sidewall of the tire, liquid from the lowerportion of 12 the tube is forced into the upper portion, dilating it andcausing it to fill more or less the gap between plate 232 and the tirewall. The result is as if the tire has suddenly acquired extra width oftread. Friction increases, and free spinning becomes impeded.

A third modification is shown in FIGS. 4445. Plate 232 is here serratedon its periphery to provide relatively wide plates 321 which carryclutch pads 163 on the side facing the tire, and relatively narrowerposts 322 on which are mounted caps 323, which may be made of rubber orother elastic drag resisting material. These caps are preferably builtwith holes 324 running transversely thereof, so as to make themelastically yielding under pressure. The tops of caps 323 all lie in acircle of about the same diameter as the tire (say from 0.5 inch belowto 1 inch above the upper edge of the tire). When plate 232 is coupledto the sidewall of the tire, and as the wheel rotates, the tire becomesflattened where it touches the ground, and rubber caps 323 being pressedagainst the ground become flattened out, achieving in effect a temporarywidening of the tire tread with resultant increased resistance to freespinning or skidding.

It will be obvious that instead of providing posts by serration of theedge of the plate, suitable hooks, vanes, brackets etc. may be rovidedon one or the other faces of the plate, the supporting portion 325 ofcap 323 being correspondingly modified for proper mounting. Such amodification is shown in FIG. 46, wherein cap 323 is supported on abracket which is attached to one side of plate 232.

It will be noted that in all the modifications of FIGS. 41 to 46, thetraction elements (more accurately, their median planes) revolve in avertical plane which is vicinal to the face of the tire but does notpass through the volume of the tire. Stated in difierent words, the areawhere each traction element makes contact with the ground is adjacent tobut does not overlap the area of contact between tire and ground.

Returning now to FIGS. 21 to 24, it will be noted that the tube 2131 issupported by attachment of its lower portion to plate extensions 211a,which support may be achieved by the aid of metal ribbons, wire,adhesive tape, or any other convenient manner. It is expected that ifthe tube is made of rubber, initially cast in the bent, finger likeshape, and if it is filled with liquid under slight pressure, the wholetube will acquire a certain degree of rigidity and will retain its shapeand position in the bent portion 21% as required by FIG. 23. If, incertain cases this is found insufficient, rubber tubing, helical rubberribbons or light, rubber sponge material may be inserted inside the tubeto give it the desired degree of self support without impairing itsfiexibiliy to the extent required in FIG. 24.

Canvas protective sheath 203 around tube 201 may likewise be supportedin the desired confifiguration by direct attachment to plate extension211a or by adhesive attachment at scattered points to the tube.

Many other details of construction and permissible variations within thegeneral teachings of this specification will be readily apparent tothose skilled in the art.

I claim:

1. A device for discouraging the spinning of a wheel of an automotiveland vehicle in a bank of snow, said device comprising in combination(1) a set of traction elements yieldingly supported in an arc of acircle of about the same diameter as the outer diameter of the tire ofsaid wheel,

(2) means for supporting said set in a plane parallel to the plane ofthe wheel and in a position of rest above the axle of the wheel, saidmeans including friction pads adapted to act as a clutch when pressedagainst said tire,

(3) means for moving said friction pads into position of clutch contactwith said tire whereby said support 13 and set of traction elementsbecome rotatable with the tire, and

(4) means operable from the drivers seat for eifecting and breaking saidclutch contact at the will of the driver, said means for supporting saidtraction elements in an arcuate pattern comprising a plate rotatable ina stationary circular track, and said traction elements having elasticportions extending beyond the edge of said plate and to an extentessentially flush with or slightly beyond the outer diameter of saidtire, whereby the ends of said extensions will make frictional contactwith the ground in the course of their rotation when said clutch is inoperative contact with the tire.

2. A device for discouraging the spinning of a wheel of an automotiveland vehicle in a bank of snow, said device comprising in combination(1) a set of traction elements yieldingly supported in an arc of acircle of about the same diameter as the outer diameter of the tire ofsaid wheel,

(2) means for supporting said set in a plane parallel to the plane ofthe wheel and in a position of rest above the axle of the Wheel, saidmeans including friction pads adapted to act as a clutch when pressedagainst said tire,

(3) means for moving said friction pads into position of clutch contactwith said tire whereby said support and set of traction elements becomerotatable with the tire, and

(4) means operable from the drivers seat for effecting and breaking saidclutch contact at the will of the driver, said means for supporting saidtraction elements in an arcuate pattern comprising a plate slideablealong the axle housing of said vehicle wheel and rotatable on a smoothcollar surrounding said axle housing, said plate carrying said tractionelements and clutch means near its periphery on the face thereof whichis contiguous to the said wheel tire, and said combination includingfurther (5) means for sliding said plate axlewise until said clutchmeans make operative contact with the sidewall of said tire, and

(6) means for locking said plate in the position thus attained wherebyto compel said plate and the means supported thereon to rotate as a unitwith the tire.

3. In combination with a power driven rubber-tired wheel of anautomotive land vehicle, said wheel being mounted on a rotating axlewhich is encased in a nonrotating housing,

(1) a plate disposed in a vertical plane and being mounted for rotationon a track surrounding said axle housing, said plate bearing (a) aclutch pad near an edge thereof on the side facing said wheel and in aposition to contact the sidewall of the tire of said wheel when pressedagainst the latter, and

(b) traction elements supported near an edge of said plate and havingeach an elastic portion extending partly over the tread of said tire,

(2) means operable by the driver for pressing said clutch pad againstthe sidewall of said tire whereby to cause said plate to rotate withsaid wheel and tire,

(3) means for returning said plate to normal inactive position, and

(4) means for bending said traction element into essential contact withsaid tread when said clutch pad is pressing against said tire.

4. As an element in an anti-skid device, a completely sealed tubularelastic member containing a liquid, said member comprising a relativelywide, lower body portion and an extended, relatively narrow upper fingerportion, said upper finger portion being shortened on the undersidethereof, whereby to give the appearance of a bent finger with respect tosaid wider body portion, the underside surface of said finger portionbeing restricted structurally against stretching but not againstflexing, while the upper surface of said finger is left free to stretchand flex, to the elfect that when liquid is pressed out of said bodyportion into said finger portion the latter will bend downwardly due tothe difference in stretchability between its lower and upper surfaces.

5. An element as in claim 4, the undersurface of said finger portionbeing restricted against stretching by being adhesively fastened to anonstretchable fabric.

6. An element as in claim 4, said tubular member being made of astretchable elastic material, and the undersurface of said fingerportion being restricted against stretching by being made substantiallythicker than the upper portion.

7. An element as in claim 4, said element being supported near the edgeof a plate which surrounds the axle of an automotive vehicle facing awheel and tire of said vehicle and being adanted to have at least saidedge portion thereof move axlewise toward said tire, and said elementbeing disposed on said plate in a position such that the lower bodyportion thereof will come between plate and tire when said edge portionis pressed against the tire and will act as a clutch between said plateand tire, whereby plate and wheel will rotate as a unit.

8. As an element of a device for inhibiting undesirable motion of awheel of an automotive vehicle when in contact with slick ground, aplate mounted rotatably on a track surrounding the axle of said wheeland having a sector of essentially circular periphery, said platecarrying clutch pads on one face thereof in positions to make contactwith the tire of said wheel, and said sector carrying further aplurality of elastic, drag-resisting elements disposed in an arc of acircle near the periphery of said sector and protruding beyond saidperiphery, said drag-resistirn elements being designed and mounted foryielding radially when pressed inwardly toward the periphery of saidessentially circular sector.

9. An element as in claim 8, said drag-resisting elements being mountedfor rotation in a plane parallel to the face of the tire but not passingthrough the volume of said tire.

10. An element as in claim 8, each of said clutch pads anddrag-resisting elements being combined in a single elastic element whichpossesses (l) a body portion fitting between said plate and said tireand 2) a head portion protruding beyond the periphery of said plate andadapted to act as a drag-resisting element.

11. In combination with an automotive land vehicle having a power drivenwheel encircled by a pneumatic tire, means supported on a non-rotatingportion of the vehicle for increasing the total traction between saidtire and ground, said means being normally out of contact with saidtire, and further means operable from the drivers seat for moving saidtraction-increasing means into contact with the tire whereby said meansbecome rotatable with the wheel at the will of the driver, said firstmentioned means comprising a plate rotatable in a vertical plane on atrack surrounding the axle housing of the wheel and supporting in anarcuate sector thereof, of a diameter essentially equal to the outerdiameter of the tire, a pluralit' of yielding traction elements, saidelements being so designed and disposed as to rotate with said plate andcontact the ground in areas adjacent to but not overlapping the area ofcontact of said tire with the ground.

Hodgkinson Aug. 16, 1938 Chamberlain Oct. 11, 1955

3. IN COMBINATION WITH A POWER DRIVEN RUBBER-TIRED WHEEL OF ANAUTOMOTIVE LAND VEHICLE, SAID WHEEL BEING MOUNTED ON A ROTATING AXLEWHICH IS ENCASED IN A NONROTATING HOUSING, (1) A PLATE DISPOSED IN AVERTICAL PLANE AND BEING MOUNTED FOR ROTATION ON A TRACK SURROUNDINGSAID AXLE HOUSING, SAID PLATE BEARING (A) A CLUTCH PAD NEAR AN EDGETHEREOF ON THE SIDE FACING SAID WHEEL AND IN A POSITION TO CONTACT THESIDEWALL OF THE TIRE OF SAID WHEEL WHEN PRESSED AGAINST THE LATTER, AND(B) TRACTION ELEMENTS SUPPORTED NEAR AN EDGE OF SAID PLATE AND HAVINGEACH AN ELASTIC PORTION EXTENDING PARTLY OVER THE TREAD OF SAID TIRE,(2) MEANS OPERABLE BY THE DRIVER FOR PRESSING SAID CLUTCH PAD AGAINSTTHE SIDEWALL OF SAID TIRE WHEREBY TO CAUSE SAID PLATE TO ROTATE WITHSAID WHEEL AND TIRE, (3) MEANS FOR RETURNING SAID PLATE TO NORMALINACTIVE POSITION, AND (4) MEANS FOR BENDING SAID TRACTION ELEMENT INTOESSENTIAL CONTACT WITH SAID TREAD WHEN SAID CLUTCH PAD IS PRESSINGAGAINST SAID TIRE.